Fluid propulsion system



Dec. 9, 1969 H. A. ANTHONEY, SR 3,482,402

FLUID PROPULSION SYSTEM Filed July 51, 1967 2 Sheets-Sheet 1 14 |l i 4 mi i I {g E I i g II I 24 IW' Z4 ,n lmmw v E- 10 INVENTOR.

Dec. 9, 1969 H, A. ANTHONEY, SR 3,482,402

FLUID PROPULSION SYSTEM 2 Sheets-Sheet 2 Filed 'July 31 1967 UnitedStates Patent 3,482,402 FLUID PROPULSION SYSTEM Herbert A. Anthoney,Sr., 328 E. Seminole, Lake Wales, Fla. Filed July 31, 1967, Ser. No.657,241 Int. Cl. B63h 1/16; F04d 3/02 US. Cl. 60-221 8 Claims ABSTRACTOF THE DISCLOSURE A propulsion apparatus has a plurality of aligneddifferential speed propulsion sections with propelling vanes about andperipherally driving a fluid column. A larger number of vanes in adownstream section and a decrease in cross-sectional flow area avoidacceleration cavitation. A plurality of propulsion tubes may be drivenby one of the tubes.

This invention relates to fluid propulsion means and systems, theprinciples of which are adaptable for various propulsion uses includingaircraft, marine pumping and the like.

Tubular fluid propulsion devices have heretofore been proposed in whichthe fluid is driven through tubular driving sections, but onlyrelatively low speed operation of low efliciency has been attainedbecause of the high frictional resistance to movement of the fluid byreason of cores, spiders, and the like, through the axial portions ofthe tubular propulsion sections. Utility of the prior arrangements hastherefore been severely restricted.

An important object of the present invention is to avoid thedifliculties and deficiencies of the prior arrangements and to afford anew and improved propulsion method and means attaining high efficieucyand capable of greater fluid speeds by reducing and eliminatingfrictional resistance to movement of the fluid in the operation of thesystem.

Another object of the invention is to provide a new and improved linearfluid propulsion means and system.

A further object of the invention is to provide a new and improved fluidpropulsion method and means especially suitable for aircraft and marinepropulsion, and various pumping functions.

Other objects, features and advantages of the invention will be readilyapparent from the following detailed description of certain preferredembodiments thereof taken in conjunction with the accompanying drawings,in which:

FIGURE 1 is a fragmentary side elevational View of an outboard motorutilizing a propulsion device according to the principles of the presentinvention.

FIGURE 2 is a front end elevational view taken substantially on theplane of line IIII of FIGURE 1.

FIGURE 3 is a rear end elevational view taken substantially on the planeof line III-III of FIGURE 1.

FIGURE 4 is a schematic elevational view of a modification of thepropulsion device.

FIGURE 5 is an enlarged fragmentary rear end elevational view takensubstantially on the plane of line V-V of FIGURE 4.

FIGURE 6 is a schematic view showing a propulsion device according tothe principles of the invention adapted for marine or aircraftpropulsion.

FIGURE 7 illustrates a cluster arrangement of propulsion devicesaccording to the invention.

FIGURE 8 shows the invention utilized as a pump.

FIGURE 9 shows the invention utilized as an air compressor.

According to the principles of the invention, fluid propulsion iseffected by applying driving force to the perimeter of a column of fluidmoving the column without any axial obstruction so that there is nophysical means affording any frictional resistance to movement of thecenter of the column. More particularly, the column of fluid isconducted through one or a succession of aligned axially unobstructedtubular sections, and in multi-section systems, driving efiiciency isenhanced by progressively varying the speed of movement of the column inthe successive sections, and varying the cross-sectional flow area ofthe column in the sections substantially proportionate to the variationsin speed.

In one practical application of the invention, as shown in FIGURES 1-3,a propulsion device 10 embodying the principles of the inventioncomprises an aligned succession, herein two, tubular sections 11 and 12and serves as propulsion means for an outboard motor of the general typeemployed in marine applications for driving watercraft, but may readilybe adapted for aircraft propulsion. For this purpose, the propulsiontubes 11 and 12 are aligned in a front to rear direction and aresupported rotatably in a bracket sleeve 13 on combination rotary andthrust bearings 14 with their contiguous ends relatively rotatablydisposed within the housing defined in the supporting sleeves 13. As isusual in outboard motors, the propulsion device supporting bracket iscarried on the lower end of a column 15 depending from a housing 17 foran internal combusion engine and adapted to be suitably attached to awatercraft, with a handle 18 provided for steering. Driven by the engineof the motor assembly is a vertical shaft 19 extending downwardlythrough the column 15 and driving a transmission gearing assembly 20through which the propulsion tubes 11 and 12 are respectively driven.For this purpose each of the tubes is provided externally adjacent toits inner end with a respective ring gear 21 aflixed thereto and meshingwith a respective driving gear, such as a worm 22 of the transmission20. Along the lower center line of the sleeve bracket 13 is provided arudder fin 23 which desirably extends protectively adjacent to the frontend of the tube 11 and the rear end of the tube 12.

In operation, the propulsion device 10 drives a column of fluid (waterfor marine propulsion, air for aircraft propulsion) therethrough fromfront to rear and thereby has, in effect, a jet propulsion effect. Fordrawing fluid into the first tube and driving the fluid therethrough asa column toward and into the second or trailing tube 12, means areprovided on the inner wall of the tube 11 for applying driving force tothe perimeter of the column of fluid without interfering with free axialflow of the center of the column. In a desirable form the driving meanscomprise a set of spiral propeller vanes 24 which are transverselycupped with their outer ends at or adjacent to the front end of thetube, with their inner longitudinal edges secured to the wall of thetube 11 and with their inner longitudinal edges free. Preferably, thepropeller vanes 24 extend continuously in spaced parallel spiralrelation throughout the length of the tube 11, with their inner ends ator adjacent to the inner end of the tube 11. Through this arrangementthe propeller vanes 24 have a powerful rearward propelling effect on asubstantial depth of the perimeter of the column of fluid whereby toafford a strong suction and pull the associated assembly forwardlythrough the fluid. Since there is no obstruction in the center of thetube and the inner longitudinal edges of the propeller vanes 24 aredisposed about a free diameter, movement of the column is substantiallyenhanced by lack of frictional resistance or turbulence but runssubstantially smoothly through the tube under the propelling effect ofthe vanes.

The propulsion effect of the column of fluid driven through the device10 is enhanced by accelerating the speed of the column in the tube 12 sothat the column leaves the tail end opening from the tube 12 at greaterspeed than the vanes 24 tend to draw the column into the mouth end ofthe tube 11. To avoid cavitation within or between the propelling tubesand to assure smooth, powerful thrusting flow of the fluid columnthrough the tubes, the greater speed generated in the tube 12 iscompensated by substantially proportionate reduction in crosssectionalflow area. Although this may be accomplished in various ways such as byreduction in the diameter of the tube 12 or a gradual tapering thereoftoward its outlet, a simple, preferred manner of accomplishment is byproviding the tube 12 with propeller vanes 25 (FIG. 3) of substantiallythe same structure as the vanes 24 of the tube 11 and secured to thetube 12 and relatively related thereto and to one another similarly asthe vanes 24 are to the tube 11, but of a greater number affording notonly additional propelling force, but also occupying more room withinthe internal cylinder of the tube 12 than the vanes 24 occupy within theidentical cylindrical interior of the tube 11. For this purpose, theindividual mass of the vanes 25. as well as their number is calculatedto afford the desired reduction in cross-sectional flow area within thetube 12 proportionate to its increased rotary speed of operation. By wayof example, where the vanes 24 of the tube 11 are six in number, thenumber of vanes 25 is nine.

At the start of operation of the motor, both of the propelling tubes 11and 12 are desirably driven at the same starting speed to avoid unduetorque loads and to assure smooth water column or jet stream driving.Then, the tube 12 is driven by its driving gear 22 at the predeterminedgreater driving speed than the tube 11 for full operation. In addition,of course, the overall speed of the propelling tube assembly may beadjustably varied in a manner common to outboard motors for differentdesired speeds of the associated watercraft. In addition, of course,reverse driving may be effected by reversing the direction of rotationof the tubes.

While in FIGURE 1 the plurality of aligned individually driven tubes isshown as two, any desired number of tubes in series may be employed forparticular application desired. For example, in FIGURE 4, three of thetubes comprising a first tube 27, a second tube 28 and a third tube 29has been depicted. It will be understood that any suitable driving meansmay be employed for the tubes, such as disclosed in respect to the formof FIG- URE 1, or as will be described hereinafter, and that each of thesuccessive tubes in the series will be driven at a successively greaterspeed and will have successively reduced cross'sectional flow area tocompensate for the greater speed. For example, whereas the tubes 27 and28 may have respectively six and nine propeller vanes therein, the thirdtube 29 may have proportionately greater number of vanes such as twelveof the vanes 30 (FIG. 5).

Instead of utilizing the propulsion system in an outboard motor, such asystem may be mounted directly on or within the hull of an aircraft or amarine craft 31 as schematically illustrated in FIGURE 6. In thisinstance a three stage series of propulsion tubes employing the tubes27, 28 and 29 is depicted mounted centrally on the hull of the craft,with the intake at the bow and the exhausting jet at the stern. Ifpreferred, more than one of the propulsion devices may be used, such asone along each side mounted either within the hull or attached as anauxiliary or prime propulsion means along the sides of the hull, as maybe preferred. A prime mover such as a motor 32 operating through atransmission 33 is provided for driving the propulsion tube system. Forsteering purposes, a flexibly articulated mounting of the rear tube 29or a portion thereof may be employed, or, as shown, coordinated rudders34 may be disposed on the stern or at least along opposite sides of theexit jet stream from the rear tube 29 to afford the necessary 4.-steering capability, impingement of the rudders by the jet streamincreases the speed of turning so that turns may be effected inextremely short radius.

In another arrangement, as shown in FIGURE 7, for high powerrequirements with relatively low torque, a cluster tube propulsionsystem 35 may be provided wherein a center tube series 37, which mayinclude as many individual tubes in series as desired, three beingindicated herein, has in planetoid arrargement thereabout, in equallycircumferentially spaced relation, similar series of propelling tubes 38driven in unison by suitable meshing gears. In this arrangement whilethe entire cluster may be driven by motivating any one of the planetoidtube series 38, minimum torque driving is through the center tube series37 which may conveniently be individually driven by means of flexibledrive members 39 such as chains or belts from a transmission 40motivated by a suitable motor 41. Through this arrangement each of thesuccessive central tube section and its associated planetoid tubesections may be driven at a predetermined speed with the successive tubesections at progressively greater speeds. The number of propeller vanesin the successive sections may be on the same order as described for thetube sections 27, 28 and 29 in FIGURE 4, although a differentproportionate arrangement may be provided if desired. Desirable torqueload Compensation is afforded by virtue of the central driving tube 37rotating in one direction while the planetoid tube sections 38 rotate inthe reverse direction in operation. Further, this arrangement lendsitself to various relationships wherein the central tube 37 may be oflarger or smaller diameter than the planetoid tubes, the number ofplanetoid tubes may be varied as desired, and the like, to attainvarious operating relationships.

Use of the propulsion device of the present invention for pumpingpurposes is also indicated, as in FIGURE 8 where, merely by way ofexample, an arrangement is shown utilizing a propulsion system 42 as apump for pumping irrigation water into a conduit from a fiume or ditchor reservoir through an intake pipe 43 connected to the inlet of thepump which comprises, in this instance, a plurality of aligned tubes,here three in number, 44, 45 and 46, which are gear driven from a motorand transmission unit 47 which, for convenience as a mobile unit ismounted on wheels 48. A three speed control 49 is shown in associationwith the pump drive to effect the three stage progressive speed drivingof the propelling tubes 44, 45 and 46 which it will be understood may beequipped with propeller vanes on the order of the tubes 27, 28 and 29 ofFIGURE 4.

In another desirable application of the present invention for practicalutility, a compressor pump 50 (FIG. 9) is depicted wherein the pump isdriven by a motor 51 operating through a transmission 52 and a manual orautomatic speed control device 53 whereby successive aligned propellingtubes 54, 55 and 57 of the air pump 50 are driven substantially in themanner described for the tubes 27, 28 and 29 of FIGURE 4, that is at acommon starting speed and then with a progressively greater speed ofoperation of the tubes 55 and 57 relative to the tube 54 and to eachother. At the intake a filter 58 may be provided. The output of the pump50 is into a compressed air storage tank 59, or directly to the point ofuse, as preferred. The usual one way valve 60 may be provided in theline or duct from the pump to the tank.

From the foregoing it will be apparent that the present inventionaffords a simple, positive, efficient propulsion system having a widerange of utility.

It will be understood that variations and modifications may be effectedwithout departing from the spirit and scope of the novel concepts ofthis invention.

What I claim is:

1. A fluid propulsion apparatus comprising:

means providing a tubular passage for a column of propelled fluid andsaid passage having a plurality of aligned propulsion sections each ofwhich comprises spiral propeller vanes having inner longitudinal edgesdisposed about a free diameter such that there is an axial free columnspace through the passage and the vanes are adapted to apply drivingforce to the perimeter of a column of fluid in the passage; and

means for driving said sections at differential speed wherein a sectiondownstream from another section is driven at greater speed;

said downstream section having a greater number of vanes than theupstream section.

2. Apparatus according to claim 1, said vanes in the downstream sectionhaving greater volumetric displacement whereby to compensate for greaterdriving speed and to avoid cavitation in the fluid column as it advancesthrough said sections.

3. Apparatus according to claim 1, said vanes being pitched into thesame direction and being rotated in the same direction, said drivingmeans being constructed and arranged to rotate the vanes in saidsections selectively at the same speed and also at said differentialspeed whereby to efiect acceleration of the fluid column after it leavesthe upstream section, the vanes in the downstream section beingproportioned in volumetric displacement to compensate for the increasein column speed of the fluid and to avoid cavitation of the column inpassing from the upstream section to the downstream section.

4. Apparatus according to claim 1, in which said means for driving saidvanes comprises a transmission operable to drive the vanes of bothsections selectively at the same speed and also at a greater speed toeffect acceleration of the column of fluid after it leaves the upstreamsection.

5. Apparatus according to claim 1, comprising a plurality of sectionsgreater than two and each of the sections being rotatable relative toeach of the other sections and having a progressively greater number ofvanes in downstream order, and said driving means being oper-' ative todrive the vanes of the respective sections at successively greater speedin the downstream order. 6. A fluid propulsion apparatus comprising:means for applying driving force about and substantially throughout thelength of the perimeter of a column of fliud and comprising a pluralityof successive sections of propeller vanes having longitudinal inneredges providing a central longitudinal core space whereby the vanesengage a column of fluid peripherally;

means for driving the successive sections at progressively greater speedof movement in downstream order; and

the cross-sectional flow area of a downstream section being less than anupstream section substantially proportionate to the increase in speed ofthe downstream section relative to the upstream section to maintain asmooth non-cavitating flow of a fluid column throughout its length inpassage through the succesive sections.

7. Apparatus according to claim 6, said vanes in the downstream sectionhaving a greater volumetric displacement whereby to effect said lesscross-sectional flow area.

8. Apparatus according to claim 6, said means for driving said vanesbeing operative to drive all of said vanes at a substantially commonspeed at start of rotation of said sections and operating to drive thedownstream section at the greater speed as acceleration of fluid columnthrough the sections is attained.

References Cited UNITED STATES PATENTS 122,301 12/ 1871 Wildman 2211,845,561 .2/1932 Runge 23:0120 2,470,794 5/ 1949 Snyder 10394 2,656,80910/ 1953 Frasure 103-91 3,276,382 10/1966 Richter 10387 FOREIGN PATENTS229 7/ 1904 Great Britain.

CARLTON R. CROYLE, Primary Examiner D. HART, Assistant Examiner US. Cl.X.R.

